Sailing-craft



M. AND T. A. MCINTYRE.

SAIUNG CRAFL APPUCAHON FHED MAY25,192u

1,356,300. Patented Oct. 19, 1920.

4 SHEETS-SHEET1.

INVENTOR NIH LCOLM M INTfiE L/ ms M. AND T. A. McINTYRE.

SAILING CRAFT.

APPLICATION FILED MAY 25. 1920.

1,356,300, Patented Oct. 19, 1920.

4 SHEETS SHEET 2.

mm COL/V1 M INTYRE THOMFIS H, M INT YRE ATTORNEYS M. AND T. A. McINTYRE.

SAILING CRAFT.

APILICAHON FILED MAY 25. 1920.

1,356,300, Patented Oct. 19,1920.

4 SHEETS-SHEET 3.

MfANDRT. A. MclNTYRE.

SAILING CRAFT.

APPLICATION FILED MAY25, 1920.

1,356,300. Patented Oct. 19, 1920.

4 SHEETSSHEET 4.

Warn #5 4. W1 lrvTKzfE 'tlll lli l ltl recites a. IVIoINTYRE, on

NEW YORK, N". "32'.

SAILING-CRAFT.

rasiesoo.

Application filed May 25,

pressure of the wind and thus maintain its substantially vertical position when under way.

In the accoinpanylng more or less dia-' grammatic draw1ngs Figure l is a side elevation of a sail boat in which our invention is embodied in one form; r

Fig. 2is a front elevation thereof;

Figs. 3 and 4 are similar views of a catamaran to which our invention is applied in one 'form;

Figs. and 6 are similar views, of an outrigger canoe to which our invention has been applied in one form;

Figs 7 and 8 are similar views of a wide beam sail boat to which our invention is ap plied;

Figs. 9 and 10 are similar views of aeanoe to which our invention is applied in a modified form; and

Figs. 11 and 12 are similar views of a sailing plane in which our invention is embodied. v

One of the objections to the common types ot' sail boats is the laying over of the boat under wind pressure. This diminishes the effective sail area. reduces the lateral resistance of the bull against leeward drift. in-

terferes with the best sailing lines of the hull. and one resultant force of the wind pressure tends to bury the boat. Some term of weights or ballast is the common method of compcnsatimg for the wind pressure (even on catamarans) and such weights add greatly to the boats displacement. These are some of the reasons why sail boats are relatively so slow even with a strong; breeze. The objectotthe present invention is to provide means which serve to maintain the sail boat substantially on an even keel. even Specification of Letters l atent.

Serial No. 384.0425.

under heavy wind pressure and eliminate the usual balancing weights or ballast, and thus to increase the speed of the sail boat and add to its satety by reducing its liability to capsize or sink. The underlying thought of our invention consists in providing the boat with stabilizing planes, the effect of which to aiiord a cmint-er-thrust to the overturning thrust of the wind against the sail. The invention is subject to application in many cliiierent ways. and we have illustrated merely a few diiterent embodiments thereof in the accompanying drawings.

Thus. in Figs. 1 and 2, we have shown a sail boat having a narrow beam hull 15 with the usual mast 1.6. jib 17, and main sail 18. Instead of center-board. heel, or lee-boards which are normally used to prevent excessive leeway. we have provided a pair of stabilizing planes l9 and 20, mounted at the outer ends of outrigger arms 21 and 22, which may be rigid with relation to each other and supported upon the hull of the boat. The stabilizing planes are arranged at any suitable downward and inward inclination between, the vertical and horizontal and are supported in any suitable way, as by struts 9.3 and 2%, which may be ad justable.

.zissuming P to be tl effective pounds pressure oi? the overturning resultant of the wind pressure on the sails. and A to be the distance in feet "from the center of pressure P to the center line X of the lateral water resistance oi the planes 1.) and 20. then the ox 'erturninp; nmment exerted by the wind pressure against the sails is AX? foot pounds. This wind pressure P is counteracted. (ignoring the slight lateral resistance of the hull 17 by the water pressures L- and in in pounds against the leeward sides oi the planes 1?: and 520 respectively. caused by the leeward drift oi the craft. 'lhat is. L plus if must equal l (ignoring the lateral resistance oi the hull lVith the planes l9 and '20 set at a downward and inward inclinal ion of 45 degrees to the surtace oi the water. as shown on 2. the upward thrust :1 in pounds. ot the leeward plane i9 is the same as the lateral water pressure if against the under side of this plane 19 while the downward pull L (in pounds) of the windward plane 20 is the Patented (lot. is. read same as the lateral water pressure if against lateral pressure L plus L equals the vertioal pressures L plus L (provided the pllt nes are set at an inward inclination of 45 degrees to the surface of the water).

But as shown above L lus L equals P. Therefore, L plus L also equals P.

Assume B and B to be the distance in feet from the center of lateral water resistances of the planes l9 and '20, respectively, to center point X, then the righting moment due to the upward thrust L of the leeward plane 1.9 and the downward pull L of the windward plane 20 is (BXL plus (B xlfi) foot pounds. In this case the distance B equals B, so this righting moment can be written 13(1) plus L foot pounds. As shown in preceding paragraph, L plus L equals P so this righting moment can be written BXP foot pounds. As above, the overturning moment is AXP foot pounds. Therefore, if the distance B is greater than A the craft is in stable equilibrium in regard to overturning to leeward, and in fact will tend to lay over to windward. If the hull 15 has an effective lateral resistance the distance B could be increased proportionately to take care of this so as to give complete stability.

If the inward inclination of the "planes 19 and 20 were made less than 45 degrees to the water line then the upward thrust l'f of the leeward plane 19 and the downward pull L of the windward plane 20 would be greater than the lateral pressures l) and L acting on planes 19 and 20, FGSPQCtlVQi), and therefore the distance R could be proportionately reduced to give proper stabilizing eflect. Conversely. if the inward inclination of the planes 19 and 20 were made greater than 45 degrees to the water line, the upward thrust L? of the leeward plane 19 and the downward pull L of the windward plane 20 would be less than the lateral pressures L and L acting on planes 19 and 20, respectively, and the distance B would have to be proportionately increased in order to give the proper stabilizing effect.

The area of the inclined planes could be of any practical dimensions and they would give the required stabilization. But we prefer making this area large enough to give proper lateral resistance to the craft and thus to minimize the leeway necessary to ett'ect the requisite thrust against the stabilizing planes.

In Figs. 3 and 4 we have shown a catamaran construction in which there are two hulls 25 and 26. each equipped with a stabilizing plane 27, 28, respectively, arranged at an angle to the vertical and approaching each other at their lower edges. The principle of operation is obviously the same as in the construction first described.

The same is true with respect to the outrigger canoe 29 shown in Figs. 5 and 6.

This shows but a single stabilizing plane, which is all that is necessary in view of the 'fact that the canoe is double ended and travels first in one direction and then in the other. As here indicated the stabilizing plane is, arranged to windward; it would be possible to arrange it to leeward with substantially the same result. As will be noted, there are two rudders 31. and 32, which may be used singly or together.

In F 7 and 8 the thought is substantially like that of the catamaran, except that the invention is applimtl to a wide hull, shallow draft sail boat 33 with inclined sides. The stabilizing planes 34: and are arranged to slide in boxes similar to the usual sliding heel or center-board, but on an inclination. (it course it is not essential that the sides of the boat be inclined, but it is a convenience to have them so, and this aids in the stabilizing etlect. T he distance from the center of the boat to the planes is not great enough to give full stabilization, but it materially aids in this result.

In Figs. 9 and 10 we have shown a canoe 3 6, which differs primarily from the construction shown in Figs. 1 and 2 only in that we have used a. plurality of stabilizing planes 37 and 38 on each side, instead of but a single plane. In. addition to the stabilizing planes we have shown a horizontal rudder 39 at the stern of the :anoe, which may be tilted up or down. will be readily understood. this assists in counter-acting the tend-over-einl overturning moment due to the drive of the sail.

In Figs. 11. and 12, the invention is applied to a sailing plane which corresponds essentially to an ice boat, in that it comprises merely a sup 'iorting frame 40, from which depend the lateral stabilizing planes 4-1 and 42, the bow lifting plane 43, and the stern depressing plane ea. Enough buoyancy may be provided in the planes to float the craft. if desired, however, we may also provide small lateral pontoons l5 and 46 to afford additional buoyancy. When the craft is under wav the ho plane 43 tends to lift the nose. The lateral planes ll. and stabilize against overturning movement, while the stern plane 44 holds down the stern of the craft sutliciently, not only to overcoi'ne the end-over-end overturning motion, but also to impart a slight sterndown inclination to the entire frame, so that thelateral planes all and 42 not only stabilize against the lateral overturning thrust oi the wind. but also serve as gliding planes, which tend to lift the craft in the water. The position of the craft under way is indicated in dotted lines in Fig. 11. As shown, the stern plane a l is mounted on a universal joint 47, and may be swung by a lever as to vary not only its depression angle, but also its thwart-ship angle so as to skid the stern and thus to take the place of the ordinary vertical rudder in changing course. larly mounted to assist in this maneuver.

From the foregoing description it will be obvious that the invention is susceptible of various applications, and is not limited to the particular embodiment shown. The underlying thought common to all the constructions illustrated is the inclined stabilizing' planes, the effect of which, underthe leeway of the craft, is to counter-act the overturning thrust of the wind: against the sail area.

It is obvious, furthermore, that features shown only in certain of the figures are applicable to certain other constructions; thus,

for instance, the bow and stern planes of Figs. 11 and 12 may be applied to practically any of the craft, and bow and stern rudders may be used where desired or multiple planes, or adjustable planes. 6f course the planes need not be perfectly fiat, and we use the term plane in a sense broad enough to include a construction of any appropriate form or shape. 3

Of course it does not vary the character of the boat to adda power-driven propeller,

as an auxiliary, it being understood that in the following claims we use the term sail,- 111g craft in a sense broad enough to cover any vessel using wind power, whether or not there is an associated power. member. Again, the out-rigger may be mounted on pivots to swing in-board when the craft lies in itsberthand the stabilizing planes may be folded into convenient position, or be made in several sections,- foldable or telescopic, for convenience and adjustability. Other.modificationswill also readily occur to those dealing with the problem which do not depart from what we claim as our invention. Thus, the windward plane might be sustained in its operating position by means of ropes or cables, instead of by rigid out-rigger' arms, since the leeway of the craft would keep the cables'taut.

l. A sailing'craft having a plane arranged, in operative position, to one side thereof and presenting a side. face at an angle to the vertical, whereby under the leeway of the craft, the

The forward plane 43 may be simiplane exerts a thrust 3. In a construction such as specified in claim 1, means for adjusting the angle of inclination of the plane.

4. A sailing craft having multiple planes, arranged in operative position, to one side thereof and presenting substantially parallel side faces at an angle to the vertical, whereby under the leeway of the craft, the planes exert a thrust tending to counteract the overturning pressure of the wind upon the sail.

5. In a construction such as specified in claim 1, an out-rigger for supporting said plane out-board of the craft.

6. In a construction such as specified in claim 2, out-riggers for supporting said planes out-board on opposite sides of the craft.

7. A sailing craft having a bow plane downwardly inclined from front to back in operative position to exert a lifting effort under'the headway of the craft, side planes oppositely inclined thwart-ship in operative position to exert, respectively, downward and upward thrusts under the leeward drift of the craft and tending to counte act the overturning pressure of the wind upon the sail. together with a stern plane upwardly inclined from its forward to its rear end in operative position to exert a sterndown effect under the headway of the craft.

. S. In a construction such as specified in claim 7,

means for manipulating certain of said )lanes to control the course of the craft.

9. n a constriu-tion such as specified-in claim 7, means for imparting a thwart-ship inclination to the stern plane to control the course of the craft.

In testimony whereof we have signed our names to this specification.

MALCOLM MolN'lYRH THOMAS A. MoINTYR-E. 

